Safety block-signal.



G. W. GERLACH.

SAFETY BLOCK SIGNAL.

APPLICATION FILED AUG. 14. i9l5.

1,21 1,697. Patented Jan. 9,1917.

GEORGE W. GERLACI-I, OF CUMBERLAND, IOWA.

SAFETY BLOCY-SIGNAL.

Specification of Letters Patent.

Patented Jan. 9, 1917.

Original application filed May 6, 1913, Serial No. 765,859. Divided. and this application filed August 14, 1915. Serial No. 45,552.

T 0 all whom it may concern Be it known that I, GEORGE WV. GERLACH, a citizen of the United States, residing at Cumberland, in the county of Cass and State of Iowa, have invented certain new and useful Improvements in Safety Block-Signals, of which the following is a specification.

The present invention relates to new and useful improvements in block signal systems, being a division of a co-pending application for safety block signals filed by me May 6, 1913 and bearing the Serial No. 765,859.

The primary object of this invention consists in the provision of a combined switch and signal mechanism arranged to control a track contact controllingmechanism. In this connection I provide a semaphore, a switch connected to the semaphore and in a track contact controlling circuit and a motor operatively connected to the switch in such a manner as, when energized, to hold the switch in closed position.

A further object of my invention consists in the provision of novel mechanical connections between the switch and motor and between the switch and semaphore arm. And a still further object of my present invention consists in providing a multiple track contact mechanism normally held-in inactive position by a motor in circuit with the above mentioned switch and movable by gravity to active position upon breaking of the circuit by the switch.

With these and other objects in view, my invention will be more'fully described, illus trated in the accompanying drawings, and then specifically pointed out in the claims which are attached to and form a part of this application.

The drawing shows a combined perspective and diagrammatic view of my present invention.

The signaling and track contact contr0l ling mechanism constituting my present invention, includes a standard 10 positioned adjacent the track and carrying, at its upper end, a swingingly mounted semaphore arm 11. This semaphore arm is of the usual construction, including a head provided with red and green bulls eyes 12 movable in front of the light carried by the casing 13. The standard or post 10 is provided at any suitable point with a diametrically extending slot 1& and swingingly mounted by its intermediate portion in this slot and upon a pivot pin 15 is a lever 16, the longer arm of which is weighted, as shown at 17. The downward swinging movement of the weighted arm of the lever is limited by a bracket 18 having upwardly directed spaced fingers 19 between which the said arm of the lever moves. Connected intermediate the length of the opposite or shorter arm of the lever '16 is a rod 20, the opposite end of which is operatively connected to the semaphore arm, this connection being such that when the weighted arm of the lever is in lowermost position, the semaphore arm will be held in raised or danger position.

As a means for normally holding the wei hted arm of the lever in raised position and, consequently, for keeping the semaphore arm in safety or inoperative position,

I have provided the signaling device with an operating mechanism comprising an electric motor 21, the armature shaft of which carries a laterally directed operating arm 22 which is secured against turning movement independent of the armature shaft by a set screw 23. The motor 21 is controlled by traflic conditions and is normally energized. Furthermore, the motor, which is so arranged as to rotate in a clockwise direction, is mounted upon a bracket 24 carried by the standard 10 in such a manner that when energized the operating arm 22 will engage upon the upper face of the shorter arm of the lever 16 to depress the same against the action of the weight 17 and hold the semaphore arm in lowered position. It will be apparout, however, that as soon as the signaling circuit is opened through theopening of a circuit breaker controlled by the passage of a train or trains upon the track, the motor 21 will be deenergized to release the lever, the weighted arm of which will immediately swing downward to raise the semaphore arm. The movement of this lever arm 16 is not only utilized as a means for actuating the semaphore arm, but is also employed as means for opening and closing a switch 25 which controls the movement of the contact shoes of a track contact, the construction and operation of which will be hereinafter more fully explained. This switch 25 includes a contact arm 26 swingingly mounted upon the standard or other suitable support and having its free end pivotally connected to the intermediate portion of the longer arm of the lever 16 by a link 27. A fixed contact plate 28 is also carried by the standard or other support upon which the swinging contact 26 is mounted in such a position that when the weighted arm of the lever 16 is held in raised position, the swinging contact arm will engage the contact plate, while when the lever arm falls to lowermost position, the swinging contact arm will be moved out of engagement with the contact plate. It will, therefore, be noted that assoon as the signaling circuit is opened, this switch 25 will also be opened.

The switch 25 is connected in circuit by wires 29 and 30 with the binding posts of an electric motor 31 which constitutes the track contact controlling device, one of these wires including the battery 32 or other suitable source of electrical energy. It will of course be understood that the motor 21, together with the lever 16 and connected parts, as well as the battery 32, may all be inclosed in a suitable housing built about the stand ard 10 to protect them from the weather. The contact controlling mechanism or motor 31, on the other hand, is mounted upon a base or platform 33 carried by the ends of the ties 34 supporting one of the track rails.

The armature shaft 35 of this-motor 31 is rigidly coupled at one end to a shaft 36 journaled at its ends in spaced vertical standards 37 and 38 in such a manner that any rotation of the motor shaft will be 7 transmitted to the shaft 36. The upper ends 7 of these standards form bearings for a second shaft 39 disposed in parallel spaced relation to the shaft 36 and these shafts 36 and 39 carry contact members 40 and 41.

The contact member 40 comprises spaced heads 42 and 43- secured against rotation upon the shaft 36 adjacent the standards, a cylindrical contact member 44 extending in parallel spaced relation to the shaft 36 and connected at its ends to the heads, and a counterweight 45 extending in parallel spaced relation to the shaft 36 and diametrically bpposite the contact 44, this counterweight also being secured by its ends to the heads. In like manner, the contactmember 41 includesheads 46 and 47 carrying a contact 'member 48 and a counterweight 49, these parts being identical in construction to the construction of the contact member above described. The contacts 44 and 48 are properly insulated from the heads 42, 43 and 46, 47. A link 50 pivotally connects those portions of the heads 43 and 47 to which the counterweights 45and 49are secured, while a similar link 51 correspondingly connects the heads 42 and 46. The base or platform 33 carries an upwardly directed pin 52 forming a stop to limit the turning movement of the contact members about the shafts 36 and 39. I

It will be apparent that if the motor 31 is so connected in its circuit as to, when energized, normally hold the contact members in the position shown with the contact 44 engaging against that face of the pin 52 adjacent the track and with each contact member lying in a plane inclined downwardly toward the track, as soon as the motor is deenergized, by an opening of the switch 25, the counterweights 45 and 49 will immediately act to simultaneously swing the contacts 44 and 48 upwardly and toward the 3.33 so arranged as to hold the contact mem track. The standards 37 and 3S carry stops bers against further movement when the 7 same lie in horizontal planes. It of course need hardly be said that these contacts are positioned adjacent the tracks in order that they may be engaged by brushes, contact shoes or other suitable devices carried by each train, preferably by the locomotive of each train, in such a manner as to either 7 close or break a circuit or circuits controlling the operation of safety appliances carried by the locomotive. or instance, they may either open or close a circuit in the locomotive and through the mechanism which it controls either close the throttle valve, apply the brakes of the train, or both. From the foregoing description, it will be apparent that any opening or short-circuiting of the track circuit of any block pro-f tive switch, weak batteries, and the like, in.-

stead of preventing the movement of the parts to danger position will, in themselves,

move both the signaling devices and contacts to active position, the system thus being a protection against faults, in itself, as well as against approaching trains.

Having thus described the invention, what is claimed as new is:

1. A signaling mechanism for block signal systems including a motor adapted to be normally energized, a switch held in closed position when such motor is energized and adapted to open upon deenergization of the motor, an energized circuit normally closed through this switch, track contacts adapted to be swung by gravity to active position, and means operable when the switch is closed for holding the track contacts in inactive position, said means including a second motor in the switch controlled circuit, and operative connection between the second motor and the contacts.

2. A signaling device for block signal systems including a swingingly mounted semaphore arm, a swingingly mounted lever, connecting means between the arm and lever, an electric motor having a revoluble shaft, an arm carried by the shaft and engaging one arm of the lever to normally hold the semaphore arm in one position when the motor is energized, a counterweight upon the other arm of the lever to move the semaphore arm to reverse position when the motor is deenergized, a switch operatively connected to the lever arm and normally closed, an energized circuit including the switch, a second motor in this circuit, and track contacts movable out of active position by the second motor when energized.

In testimony whereof I afliX my signature.

GEORGE W; GERLACH. [11. s]

Gopies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, I). G. 

